Automatic train-stop.



W. G. SCHOLOSKE.

AUTOMATEC TRAIN STOP.

APPLRCAHON FILED APR. 25, 1914. v

Patented Apr. 13, 1915.

2 SHEETS-SHEET 1.

3n ucnfoz W LL52 halaskak- AUT jOMATiC TRAN STGP.

APPUCAT 'il FILED APR. 15, I914.

Patented Apr, 13, 1915.

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WILLIAM G. SGHOLGSXE, F BALTIMGRE, MARYLAND.

AUTOMATIC TRAIN-SQOP.

Specification of Letters Patent.

Patented Apr. 13, 3915.

Application filed April 15, 1914. Serial No. 832,0?

To aZZ whom it may GOYLCWIL Be it known that 1, WILLIAM Sono- LOSKE, a citizen of the United States, residing-in the city of Balthnore and State of lllaryland, have invented certain new and useful improvements in Automatic Train Stops. of which the following is a specification.

'lhisinvention relates to automatic train stops and the primary object of the invention is the provision of race ianisin for at tachinent to the forward end of a locomotive, for automaticallystopping the travel of the locomotive when danger signal has been passe by the bleeding of the air brake system oi the locomotive and train attached thereto, whereby the train Will be stopped for the prevention of accidents contin a' ut Wit-h inattentionto or improper construing of orders r nals by the traininen.

Another ()illQCt of this invention is the provision of means for mounting the air system bleeding n'icchanism upon the fo ward end oi the locomotive in yieldable relation thereto whereby the swaying of the train or engine, in transit, the rounding of curves or bonds will not a ilect the position inn of the mechanism and also to provide means arranged along side the track upon tin-Hols for automatica lv actuating, said ai valve bleeding mer. nism when desired.

llith the for I view this invcnton cons as in such novel features of construction, combination and arran emcnt oi parts as will be hereinafter 'more fully described, illustrated in the accompanying drawings mu claimed.

in (lGSClllNIlQ the in ention in detail retercncc Will be had to the accompanying drawings wherein like characters of reference designate throughout th \VlllCll Figure l is a view of the front end of a locomotive showing the improved inccl'ianism foreiutomatically stopping the same, applied thereto, and in side elevation. Fig. 2? is a top plan view of the inecl'ianisin for automatically bleedingthe air brake system for stopping the train. Fig. 3 is a fragment: view in bottom plan, showing parts broken away, of the'air bleeding mechanism,

= or corresponding parts several views. and in Fig. 4 is a cross sectional view on the line.

-tl of Fig. 2. Fig. is a fragmentary going and other objects in" view in side elevation of a. part of the air in bleeding mechanism.

Referring" more particularly to the drawings l designates a locomotive of any 0rdinary type of construction, such as is employed for the propulsion of trains over railways, and which has a pilot 2 formed thereupon, to vvhich pilot is attached supporting bars the bars 3 are bent upwardly and outwardly mounted upon their outer terminal ends. The block 4 has a slotor groove 5 extending diagonally across its upper face; which groove has a constricted mouth as is clearly shown in l ig. 4 of the drawings, and it forms a guidcu'ay for the projection 7 which is formed upon the under surface of a plate 8, the projection being slidably seated in the groove o.

The block 4 has bolts 9 and 10 carried tllc 'cby, winch bolts extend upwardly from L5 per t'a c of the block and are slidably si-alcd in slots ll and 12, which slots are ormed diagonally within the plate 8 parallel with the longitudinal lines of the projection T which is formed upon the base of the plate and lacy mentof the plate upon the block l by engaging tho tcri 'nal ends of respective slots in which they are slidably positioned. The plate 8 has a valve seat for-med uponthe edge of the same which projects transversely from the engine 1 and the valve seat 15 has communication througl'l flexible pipes 16 and l? to the, air bralzo controlling system of the engine, the pipe 17 of which has egress into space for bleeding the air from the SfiSlQlD for applying the brakes and stopping the train when the valve 18 which is positioned Within the valve seat 15 is operated for o t cning tween the pipesfltl and 17.

The valve 18 is rotatably seated Within the valve seat l5 and it has an opening eX- tending transversely and diametrically therethrouqh, which opcnin rhas communication \vitn'thc interior bores of the pipes 16 and 17. The valve 18 has a valve stem if), which valve stem triangular shaped in cross section, protruding beyond the upper end of the valve casing 15 and the triangular shaped valve stem 19 has a finger 20 removably mounted thereupon, which nger extends outwardly from the engine 1 and is positioned for contact with, a ainal and have the block 4 rigidly limit the sliding move 7 passage Way be- 21, which signal is placed along side the track upon which the train travels, and is operable for proper positioning to indicate that the track is clear or safe, or that it is blocked and that the train must not pass thereupon. The signal 21 constitutes or embddies arod which extends vertically from the ground and has a roller 22 mounted adjacent its upper terminal end, which roller is 'iositione'd for contact with the finger 20 when the track is closed.

A guarding guide is positioned above the valve 18 and valve seat 15, and it is connected to the plate 8 by 1 plate 26 and bolts 27. which bolts extend through the plate 26 and into thcpliite 8. The guarding guide 25 has a forwardly projecting finger 28 which has its outer edge curved as at 2-9, for pro viding a guide to insure the proper striking of the finger 20 with the signal 21 and it is positioned above the valve for forming a protecting guard therefor aswell as for facilitating the holding of the finger 20 against vertical movement.

The finger 20 has a depending lug 30 formed upon its inner end adjacent the enlarged portion 31, yvhich enlarged portion is mounted about the rectangular valve stem 19, and the lug 30 travels in a guide-Way formed on the upper surface of the valve seat 15 and about the central axis of the valve stem 19, as an axis thereof, being limited in its travel by the shoulder formed at one termination of the guide-way 32 and y the lug 34; formed at the other terniination of the guide-Way and extending outwardly from the raised portion 35 of the valve seat 15 as is clearly shown in Fig. 2 of the drawings. The lug 3O traveling in the guide-way 3'2 and being limited by the shoulder 33 and the lug 3i regulates the ro tation of the valve 18 Within the valveseat and insures of the proper positioning of the same.

The block has a screw threaded opening 37 extending g'hereinto from the side or edge which faces the locomotive 1. parallel with the groove which formed in the upper face or" the block and positioned directly beneath the center of the groove. he open ing 37 has a bolt 38 dctachably seated therein, which bolt-l as a Washer 39 mounted upon its outer end abutting the inner side of the head of the bolt. A v spiral spring i0 is coiled about the bolt38 and one end thereof ei'igages the washer 39 while the other end engages one side of a plate -31, \vhich plate detach-ably connected to the plate 8 in any suitable manner such as by bolts -l2, or other suitable fastening means. The plate t1 has an opening 43 extending thcretbrough, in which opening the bolt 38 is slidably seated. The spring 40 is provided for the purpose of permitting of resilient lateral movement of the plate 8 and the various mechanism carried thereby, to compensate for the sway ing of the locomotive or the rounding of a curve and to permit of a give or yielding movement of the plate when the finger 20 contacts with the signal to prevent the breaking or disruption of the attachment of the various parts to the plate 8. v

In the operation of the improved automatic train stop; when the signal 21 is set to designate that the track is closed, the finger 20 will, upon approach of the train to the signal be engaged by the roller 22, and forced rearwardly as is indicated by the arroW A in Fig. 2, and this swinging or pivotal movement of the finger will operate the valve 18 causing the opening therein to be positioned so that communication between the pipes 16 and 17 will be open, whereby the air system fol-controlling the brakes of the train will be bled, causing the train to come to a stop, almost immediately and thereby eliminating the possibility of accidents such as would occur by the passing of the train upona blocke'd section of track.

From the foregoing description taken in connection in the accompanying drawings the advantages of the construction and of the method of operation of the improved automatic train step will be readily apparent to'those skilled in the art to which this invention appertains and, while in the fore going description, the principle of the operation of this invention has been described together with various features of construction, it is to be understood that certain mi nor features of construction, combination and arrangement of parts may be altered to suit practical conditions provided such alterations are comprehended vi it-hin the scope of What is claimed. What is claimed is In an automatic train stop, the combination with a train embodying a prime mover, and an air brake system for said traiin of a plate'yieldable horizontally carried by said prime mover forwardly and to one side thereof, a valve supported by said plate and interposed in said air brake system, a finger 'operatively connected to said valve and normally extending laterally of said prime mover, a guarding guide carried by said plate and positioned above said valve,- and means for operating said linger for operat ing said valve for bleeding said air system.

In testimony whereof I aiiix my signature in presence of two Witnesses.

' WILLIAM G. SCHOLOSKT Witnesses Anous'rus W. BnAnronn, Josnrn L. MCALLisTnn. 

